Car-replaces



G. T. CHAMBERS.

CAR REP LACER.

' APPLICATION FILED MAR. 22 1919.

Patented Dec. 30,1919.

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G. T. CHAMBERS.

CAR REPLACER- v APPLICATION HL ED MAR, 22, I919- 1,326,183. Patented Dec. 30,1919.

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GEORGE T. CHAMBERS, OF LA GRANGE, ILLINOIS.

CAR-REPLAGEZR.

Application filed March 22, 1919. Serial No. 284,355.

To all whom it may concern:

Be it known that I, GEORGE T. CHAMBERS, a citizen of the United States, residin at La Grange, in the county of Cook and tate of Illinois, have invented certain new and useful Improvements in Car-Replacers, of which the following is a specification.

The invention relates to improvements in car replacers. 7

One of the objects of the invention is to provide an eflective car replacer which will unerringly guide and direct the Wheels of a car or locomotive and cause them to unfailingly return to their respective positions on the, rails.

Another object is to provide a replacer which may be placed on either side of the rail so that in one position the flange of the wheel will ride, while in the other position the tread of the wheel will ride upon the appropriate guiding portion of the replacer.

And still another object of the invention is to generally improve structures of this character and simplify and cheapen their construction. p

Other .and further objects of the invention will become readily apparent, to persons skilled in the art, from a consideration of the following description when taken in conjunction with the drawings, wherein Figure 1 is a side elevation of one of the replacers.

Fig. 2 is a plan viewof the same.

Fig. 3 is a transverse section taken on line 83 of Fig. 1. V

Fig. 4 is a transverse section taken 7 line 44 of Fig. 2.

Fig. '5 is a plan view of a section of railway track showing a pair of replacers in place thereon. j

In all the views the same reference charaoters are employed to indicate similar The replacers are made, each in one piece,

preferably, of cast steel, and they are used in pairs, a right hand replacer and a left hand replacer, indicated by the reference characters It and L, respectively. Each replacer is provided with two slightly diverging ribs 6 and 7 and an intervening substantially vertical walled groove 8. The rib 6 terminates, as at 6, and the rib 7 terminates as at 7. The groove 8 terminates, as at 10. On one side of a longitudinally extending line 11, which is substantially in Specification of Letters Patent.

Patented Dec. 30, 1919.

the same longitudinal plane as the inner wall 12 of the groove 8, there is a downwardly and laterally inclined flat surface 13, and a flat surface 14 on the other side of the line 11, laterally inclined in opposite directions and at the ends of the inclined surfaces, 13 and 14, are abutments 15 and 16. In a vertical line with the rib 7 is a side wall 9 of the structure and in a vertical line with the rib 6 is the opposite side wall 9 of the structure, between which are placed transversely extending partition walls 17 This produces maximum strength with minimum weight and inasmuch as the ribs 6 and 7 extend uninterruptedly from the top to the bot tom of the structure, through the side walls 9 and 9, respectively, the imposed weight of the car or locomotive comes upon this portion of the device when the tread of the wheel rides upon either of the ribs. In some situations the flange of the wheel is required to pass up and through the groove 8, in which case the spaced apart, transverse ribs 17 will serve as reinforcing means for the wall 18 located below the groove 8. The groove 8 is provided with substantially vertical walls, as at 19, so that when the flange is within the groove it is very difficult for it to be moved out until it strikes the oblique surface 14.

The operation of the device is substantially as follows :When the tread of the wheel is caused to pass up and over the rib 7, the flange, at the same time being just beyond the boundaries of the device-see Fig. 5-the tread will then strike the oblique or laterally inclined surface 13, causing the wheel to be moved laterally, whereupon it will land on the rail.

l/Vhen the flange rides up in the groove 8, it will strike the laterally oblique or downwardly tapered surface 14 and thereupon it will slide down this surface until the tread of the wheel is once more upon the rail (see left hand rail Fig. 5). In Fig. 3, I have shown in dotted lines the flange of the wheel 20, which has just traversed groove 8, riding down the laterally and downwardly oblique surface 14, and I have shown the rail 21 in its relative position to the replacer. Now when the tread of the wheel rides up the rib 7, as it will in some instances, with the wheel flange between the replacer and the head of the rail, (see right hand rail Fig. 5) the tread will make contact with the oblique surface 13 and the wheel will therefore slide down upon the rail so that when the tread reaches the lowest part of the incline 13 the flange of the wheel will be sufliciently high to pass over the top surface of the rail, see also Fig. 3.

The abutments 15 and 16 are put at the end of the oblique or inclined surfaces 13 and li i so as to offer some resistance to the movement of the wheel off of the re-placer. If it were not for the shoulders 15 and 16 the wheels might be drawn off of the replacer before they would have time to slide down the respective inclined surfaces.

The head end of the replacer is provided with a longitudinally extending flange having soike holes 26, so that this end of the replace-r may be spiked to the track, while the smaller end of the replacer is provided with spurs 27 having outwardly tapering surfaces 28 and inwardly vertical. surfaces 29 that will sink intothe tie when the weight of the locomotive or car is superposed upon the smaller end of the replacer.

In Fig. 5 I have shown a track composed of a series of parallel ties 37 and overlying track rails 21, 21, and I have shown can wheels 20, 20 and the right and left hand lQPltlCQli-l spiked to the ties 37. The replacers are in position to guide and direct the wheels upon the track. The flangeof the wheel on'the left hand side will pass in the groove 8 and down the inclined surface it while the tread of the wheel 20, on the right hand side will pass up over the rib 7 and down the inclined surface 13. The flange of one wheel will be passing down the inclined surface of one replacer while the tread of the other wheel is passing down the inclined surface of the other replace: and, therefore, the wheel structure is bodily moved or axially shifted toward the rails until the wheels are safely thereon.

It will be noted that the right hand replacer has its bottom surface substantially in contact with the base flange of the rail which leaves enough space between the adjacent side of the replacer and the head of of the rail for the flange of the wheel 20 to pass between the rail head and the replacer.

In the illustration described, the wheels are on the right hand side of the rails, Whereas in the dotted line showing the wheels are on the left hand side of the re spective rails, and therefore the right hand replacer is still maintained in association with the right hand rail, but it is on the left hand side thereof and in a like manner the left hand replacer is located upon the opposite side of the rail from that in the former example.

While I have herein shown a single embodiment of my invention, for the purpose of clear disclosure, it wi1l.be manifest to persons skilled in the art, that considerable changes may be made in the general configuration and arrangement of the parts with in the scope of the appended claims.

Having described my invention, what 1 claim is 1. A car 'replacer comprising an elongated structure having two longitudinallyextend-- ing ribs, taperii in height from one end ward the other; greovebetween the ribs and a downwardly and laterally inclined surface at the upper terminal end of one rib and a similar si'irface inclined in the opposite direction at the upper terminal of the groove, and n'leans to prevent the wheel from moving axially from the replacer.

2. A car replacer comprising an elongated structure having two longitudinally extending ribs, tapering in height from one end toward the other; a groove between the ribs; a downwardly and laterally inclined surface at the upper terminal end of one rib and a similar surface inclined in the opposite direction at the upper terminal end of the roove and abutments extending vertically from said inclined surfaces at the outer ends of said surfaces to prevent the wheel from moving axially from the replacer.

3. A car replacer comprising an elongated hollow structure having two longitudinally extending downwardly diverging ribs, tapering in height from one end toward the other; a groove, diverging slightly from its upper end toward its lower end and located between the ribs; a downwardly and laterally inclined surface at the upper terminal end of one rib and a similar surface inclined in the opposite direction at the upper terminal end of the groove and a plurality of spaced apart cross ribs connecting the longitudinal ribs at intervals.

In testimony whereof I hereunto subscribe my name.

GEORGE T. CHAMBERS. 

